EP3882091A1 - Controlling an electric brake of a utility vehicle which has a lithium battery management system - Google Patents
Controlling an electric brake of a utility vehicle which has a lithium battery management system Download PDFInfo
- Publication number
- EP3882091A1 EP3882091A1 EP21172496.8A EP21172496A EP3882091A1 EP 3882091 A1 EP3882091 A1 EP 3882091A1 EP 21172496 A EP21172496 A EP 21172496A EP 3882091 A1 EP3882091 A1 EP 3882091A1
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- EP
- European Patent Office
- Prior art keywords
- bms
- utility vehicle
- lithium battery
- lithium
- electric brake
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
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- RYGMFSIKBFXOCR-UHFFFAOYSA-N Copper Chemical compound [Cu] RYGMFSIKBFXOCR-UHFFFAOYSA-N 0.000 description 1
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Images
Classifications
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- B60L1/00—Supplying electric power to auxiliary equipment of vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
- B60T13/748—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on electro-magnetic brakes
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- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
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- B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
- B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
- B60T1/06—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels
- B60T1/062—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels acting on transmission parts
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- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/04—Brake-action initiating means for personal initiation foot actuated
- B60T7/045—Brake-action initiating means for personal initiation foot actuated with locking and release means, e.g. providing parking brake application
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- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P15/00—Arrangements for controlling dynamo-electric brakes or clutches
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- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/22—Microcars, e.g. golf cars
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- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
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- B60L2240/80—Time limits
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
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- B60T2270/89—Criteria for brake release
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2121/00—Type of actuator operation force
- F16D2121/18—Electric or magnetic
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- F16D2121/22—Electric or magnetic using electromagnets for releasing a normally applied brake
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- H—ELECTRICITY
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- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
- H02J7/00306—Overdischarge protection
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Definitions
- the wakeup circuit 104 monitors operation of the user controls 36 to determine whether to electrically connect the lithium battery 52 to the motor system 30 or electrically disconnect the lithium battery 52 from the motor system 30. For example, suppose that a human operator (or user) wishes to operate the utility vehicle 20 after an extended period of non-use such as a 24-hour period. In such a situation, the utility vehicle 20 is initially in a sleep (or unawake) mode or state in which the wakeup circuit 104 ( Fig. 3 ) is completely unpowered and the contactor 106 is open (i.e., where there is no circuit formed between the lithium battery 52 and the motor system 30). Accordingly, there are no electrical loads on the lithium battery 52 that could otherwise drain charge from the lithium battery 52.
- the control logic 130 terminates output of the actuation signal 136 thus opening the contactor 106 to disconnect the lithium battery 52 from the motor system 30 ( Fig. 3 ) and protecting the lithium battery 52 against further discharge.
- the charging receptacle 60 electrically couples with the motor controller 40 and the battery management system (BMS) 50. Accordingly, when the receptacle 60 receives power from the charging circuitry 300, the receptacle 60 provides power to the motor controller 40 and BMS 50. In some embodiments, this initial power from the charging circuitry 300 wakes up the BMS 50 and the motor controller 40 ( Fig. 3 ). In some embodiments, the receptacle 60 also provides an interlock signal 320 to the motor controller 40 which has also woken up.
- BMS battery management system
- the motor controller 40 includes control circuitry 250 and a timer 252. Additionally, the motor controller 40 couples with various components of the utility vehicle 20 via pathways 400 (also see the cables 38 in Fig. 1 ). In some embodiments, such components include a tow switch 402 (e.g., a dedicated run/tow switch under a hinged seat of the utility vehicle 20, a park brake release set of jumpers, etc.), a motion sensor 404, the lithium battery system 32, and the electric brake 44. In some embodiments, the motor controller 40 connects with the lithium battery system 32 via a pathway 410 (e.g., a CAN bus) and a power bus 412. Additionally, in some embodiments, the motor controller 40 connects with the electric brake 44 via an electric brake path 414.
- a pathway 410 e.g., a CAN bus
- the motor controller 40 connects with the electric brake 44 via an electric brake path 414.
- the user switches the tow switch 402 from a "non-tow mode" position to a "tow mode” position.
- Such activity provides a tow signal 420 to the control circuitry 250 of the motor controller 40 which, in turn, starts the timer 252 and energizes the electric brake 44 by providing a power signal 422 from lithium battery system 32 to the electric brake 44 thus enabling the electric motor 42 ( Fig. 3 ) to turn and the utility vehicle 20 to roll.
- control circuitry 250 operates the timer 252 to measure the time that elapses without sensing vehicle motion. That is, each time the control circuitry 250 receives a motion signal 424 from the motion sensor 404 ( Fig. 8 ), the control circuitry 250 resets the timer 252 as well as sends a communication 70 to the lithium battery system 32 directing the BMS 50 to continue to keep the contactor 106 closed (i.e., directing the BMS 50 to stay awake).
- the motor controller 40 signals the lithium BMS to continue to provide electrical access to a lithium battery of the utility vehicle in response to a tow signal from a tow switch of the utility vehicle. Accordingly, the motor controller 40 is able to then energize the electric brake thus releasing the electric brake. For example, the user may switch the tow switch from the "non-tow mode" position to the "tow mode” position. In some arrangements, the motor controller 40 directs the BMS to stay awake via communications 70 on a communications pathway 410.
- the BMS 50 and motor controller 40 routinely communicate (e.g., over the CAN bus). Accordingly, the BMS 50 understands the current status of the motor controller 40 and vice versa. Additionally, as mentioned earlier, the BMS 50 monitors the status of a variety of switch inputs, e.g., a maintenance switch, a keyed switch, a pedal switch, etc.
- the same BMS 50 may support operation of different types of motor controllers 40.
- the motor controller 40 of some embodiments sends a message (e.g., a CAN message) to the BMS 50 that includes controller type.
- the BMS 50 of some embodiments stores the controller type in non-volatile memory.
- the BMS 50 uses the controller type to determine timeout values, and responses to wakeup signals. The first time the BMS 50 is connected to a different type motor controller 40, the BMS 50 may not wakeup exactly as desired. To minimize the differences between wakeup protocols, wakeup signals may be re-assigned.
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Power Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
Abstract
Description
- Some conventional electric vehicles are equipped with electromagnetic parking brakes that normally remain in braked positions to prevent the electric vehicles from rolling inadvertently. When power is provided to the electromagnetic parking brakes (e.g., in response to human operators pressing on accelerator pedals), the electromagnetic parking brakes release thereby allowing electric motors of the electric vehicles to move the electric vehicles.
- A particular conventional electric vehicle includes a parking brake release lever that electrically connects a lead acid battery of the electric vehicle to an electromagnetic parking brake of the electric vehicle. When a human operator moves the parking brake release lever from the "braked" position to the "released" position, such operation results in delivery of power from the lead acid battery to the electromagnetic parking brake. The electromagnetic parking brake disengages in response to power from the lead acid battery thus enabling the electric vehicle to roll freely, e.g., allowing the electric vehicle to be towed without being impeded by the electromagnetic parking brake.
- It should be understood that there are deficiencies to the above-described conventional approach to electrically connecting a lead acid battery of an electric vehicle to an electromagnetic parking brake of the electric vehicle to release the electromagnetic parking brake. In particular, the above-described conventional approach is unsuitable for an electric vehicle that uses power from a lithium battery. Along these lines, suppose that a human operator simply replaces the lead acid battery of the electric vehicle with a lithium battery and then moves the parking brake release lever from the "braked" position to the "released" position to release the electromagnetic parking brake using power from the lithium battery. If the human operator forgets to move the lever from the "released" position back to the "braked" position, the lithium battery will remain electrically connected to the electromagnetic parking brake and continue to discharge. Unfortunately, once a lithium battery has become over-discharged, subsequent recharging may make the lithium battery unstable.
- Improved techniques are directed to electronically controlling a lithium battery management system (BMS) of a utility vehicle in response to a tow signal (or condition). Such a tow signal may be provided when a user switches a brake release switch from a "normal" position to a "brake release" position and motion of the utility vehicle is routinely sensed. In particular, in response to such a tow signal, control circuitry in accordance with some embodiments may direct the lithium BMS to close its contactor thus providing power from a lithium battery to an electric brake of the utility vehicle. With power available from the lithium battery, the control circuitry releases (or disengages) the electric brake thus enabling the utility vehicle to move without resistance from the electric brake (e.g., to be towed). If the control circuitry of some such embodiments does not detect vehicle motion for a predefined amount of time, the control circuitry may direct the lithium BMS to open its contactor thus terminating power from the lithium battery to the electric brake causing the electric brake to re-engage. With the contactor now open, there is no further discharging of the lithium battery. As a result, such operation robustly and reliably prevents the lithium battery from becoming over-discharged thus safeguarding the lithium battery against becoming unstable.
- One embodiment is directed to a motion control system that controls movement of a utility vehicle. The motion control system includes an electric brake configured to (i) provide mechanical resistance which inhibits a motor of the utility vehicle from turning when the electric brake is unpowered and (ii) remove the mechanical resistance to allow the motor of the utility vehicle to turn when power is provided to the electric brake. The motion control system further includes a lithium battery management system (BMS) having a contactor configured to close to provide electrical access to a lithium battery and open to remove electrical access to the lithium battery. The motion control system further includes control circuitry coupled with the electric brake and the lithium BMS. The control circuitry is configured to direct the lithium BMS to maintain closure of the contactor to provide power from the lithium battery to the electric brake in response to receipt of a tow signal.
- In some arrangements, the control circuitry is constructed and arranged to: while receiving the tow signal, (i) sense whether the utility vehicle is in motion and (ii) direct the lithium BMS to open the contactor after a predefined amount of time elapses without sensing motion of the utility vehicle.
- In some arrangements, the control circuitry includes a motion sensor, a timer constructed and arranged to expire upon reaching the predefined amount of time, and control logic coupled with the motion sensor and the timer. While the control logic receives the tow signal, the control logic is configured to reset the timer upon sensing motion of the utility vehicle via the motion sensor, output a first control signal to the lithium BMS while the timer has not expired, and output a second control signal to the lithium BMS when the timer has expired, the second control signal being different from the first control signal.
- Another embodiment is directed to a utility vehicle which includes a utility vehicle body, a lithium battery supported by the utility vehicle body, a motor supported by the utility vehicle body, and a motion control system configured to control movement of a utility vehicle. The motion control system includes:
- (A) an electric brake configured to (i) provide mechanical resistance which inhibits the motor from turning when the electric brake is unpowered and (ii) remove the mechanical resistance to allow the motor to turn when power is provided to the electric brake,
- (B) a lithium battery management system (BMS) having a contactor configured to close to provide electrical access to the lithium battery and open to remove electrical access to the lithium battery, and
- (C) control circuitry coupled with the electric brake and the lithium BMS, the control circuitry being configured to direct the lithium BMS to maintain closure of the contactor to provide power from the lithium battery to the electric brake in response to receipt of a tow signal.
- Yet another embodiment is directed to a method of controlling lithium battery access which is performed in a utility vehicle. The method includes:
- (A) signaling a lithium battery management system (BMS) to provide an electric brake with electrical access to a lithium battery of the utility vehicle in response to a tow signal from a tow switch of the utility vehicle, the electric brake being configured to (i) provide mechanical resistance which inhibits a motor of the utility vehicle from turning when the electric brake is unpowered and (ii) remove the mechanical resistance to allow the motor of the utility vehicle to turn when power is provided to the electric brake;
- (B) signaling the lithium BMS to continue providing electrical access to the lithium battery of the utility vehicle while sensing motion of the utility vehicle; and
- (C) signaling the lithium BMS to discontinue providing electrical access to the lithium battery when no motion of the utility vehicle has been sensed for a predefined amount of time.
- Other embodiments are directed to higher and lower level systems, assemblies, apparatus, processing circuits, etc. Some embodiments are directed to various processes, electronic components and circuitry which are involved in controlling an electric brake of a utility vehicle which has a lithium BMS.
- This Summary is provided merely for purposes of summarizing some example embodiments so as to provide a basic understanding of some aspects of the disclosure. Accordingly, it will be appreciated that the above described example embodiments are merely examples and should not be construed to narrow the scope or spirit of the disclosure in any way. Other embodiments, aspects, and advantages will become apparent from the following detailed description taken in conjunction with the accompanying drawings which illustrate, by way of example, the principles of the described embodiments.
- The foregoing and other objects, features and advantages will be apparent from the following description of particular embodiments of the present disclosure, as illustrated in the accompanying drawings in which like reference characters refer to the same parts throughout the different views. The drawings are not necessarily to scale, emphasis instead being placed upon illustrating the principles of various embodiments of the present disclosure.
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Fig. 1 is a perspective view of an example utility vehicle which controls electrical access to a lithium battery. -
Fig. 2 is a block diagram of particular systems and components of the utility vehicle ofFig. 1 in accordance with some example embodiments. -
Fig. 3 is a block diagram of additional details of the utility vehicle ofFig. 1 in accordance with some example embodiments. -
Fig. 4 is a block diagram of particular details of a wakeup circuit of a battery management system of the utility vehicle ofFig. 1 in accordance with some example embodiments. -
Fig. 5 is a block diagram of particular user controls that provide input to the wakeup circuit ofFig. 4 in accordance with some example embodiments. -
Fig. 6 is a block diagram of particular charging circuitry of the utility vehicle ofFig. 1 in accordance with some example embodiments. -
Fig. 7 is a flowchart of a procedure which is performed by the battery management system of the utility vehicle ofFig. 1 in accordance with some example embodiments. -
Fig. 8 is a block diagram of particular components of the utility vehicle during a first towing situation in accordance with some example embodiments. -
Fig. 9 is a flowchart of a procedure which is performed by particular components of the utility vehicle during the first towing situation in accordance with some example embodiments. -
Fig. 10 is a block diagram of particular components of the utility vehicle during a second towing situation in accordance with some example embodiments. -
Fig. 11 is a block diagram of particular components of the utility vehicle during a third towing situation in accordance with some example embodiments. - An improved technique is directed to electronically controlling a lithium battery management system (BMS) of a utility vehicle in response to a tow signal or condition. Such a tow signal may be provided when a user switches a brake release switch from a "normal" position to a "brake release" position and motion of the utility vehicle is routinely sensed. In particular, in response to such a tow signal, control circuitry in accordance with some embodiments directs the lithium BMS to close its contactor thus providing power from a lithium battery to an electric brake of the utility vehicle. With power available from the lithium battery, the control circuitry releases (or disengages) the electric brake thus enabling the utility vehicle to move without resistance from the electric brake (e.g., to be towed). If the control circuitry of some such embodiments does not detect vehicle motion for a predefined amount of time, the control circuitry directs the lithium BMS to open its contactor thus terminating power from the lithium battery to the electric brake causing the electric brake to re-engage. With the contactor now open, there is no further discharging of the lithium battery. Accordingly, such operation robustly and reliably prevents the lithium battery from becoming over-discharged thus safeguarding the lithium battery against becoming unstable.
- The various individual features of the particular arrangements, configurations, and embodiments disclosed herein can be combined in any desired manner that makes technological sense. Additionally, such features are hereby combined in this manner to form all possible combinations, variants and permutations except to the extent that such combinations, variants and/or permutations have been expressly excluded or are impractical. Support for such combinations, variants and permutations is considered to exist in this document.
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Fig. 1 shows anexample utility vehicle 20 which controls electrical access to a lithium battery. Theutility vehicle 20 includes a utility vehicle body 22 (e.g., a chassis, a frame, etc.), a set of tires (or wheels) 24, and amotion control system 26. It should be understood that theutility vehicle 20 has the form factor of a golf car by way of example only and that other form factors are suitable for use as well such as those of personal transport vehicles, food and beverage vehicles, hospitality vehicles, all-terrain vehicles (ATVs), utility task vehicles (UTVs), motorcycles, scooters, vehicles for specialized applications, as well as other lightweight vehicles and utility vehicles. - The
motion control system 26 controls vehicle movement such as drive provided by the set oftires 24, speed control, braking, and so on thus enabling theutility vehicle 20 to perform useful work. Themotion control system 26 of the illustrated embodiments includes, among other things, amotor system 30, alithium battery system 32, andadditional components 34 such as a set of user controls 36 (e.g., a brake release switch, a foot pedal, a keyed switch, etc.) andcabling 38. As will be explained in further detail below, theutility vehicle 20 runs on power from a lithium battery and is equipped with a sleep/wakeup feature that automatically disconnects the lithium battery in response to certain timeout conditions thus preventing the lithium battery from further discharging. Further details will now be provided with reference toFigs. 2 and3 . -
Figs. 2 and3 show particular details of themotion control system 26 of the utility vehicle 20 (Fig. 1 ) of some example embodiments.Fig. 2 shows certain general components of themotion control system 26 of some embodiments and how these components are related.Fig. 3 shows particular lower level details of themotion control system 26 in accordance with some embodiments. - As shown in
Fig. 2 , themotor system 30 includes amotor controller 40, anelectric motor 42 which is linked to the set of tires 24 (Fig. 1 ), and anelectric brake 44 coupled with theelectric motor 42. Themotor controller 40 of some embodiments controls delivery of stored electric power from thelithium battery system 32 to theelectric motor 42 which ultimately turns at least some of thetires 24 to move theutility vehicle 20. Additionally, themotor controller 40 of some embodiments controls delivery of regenerative power from theelectric motor 42 to recharge the lithium battery system 32 (e.g., during braking, while theutility vehicle 20 coasts downhill without any pedal depression, etc.). - The
electric brake 44 is constructed and arranged to provide mechanical resistance which inhibits turning of theelectric motor 42 when theelectric brake 44 is unpowered, and remove the mechanical resistance to release theelectric motor 42 thus allowing theelectric motor 42 to turn when theelectric brake 44 receives power. Accordingly, in some embodiments, when theutility vehicle 20 sits idle (i.e., theutility vehicle 20 is awake but a user is not pressing on the accelerator pedal, theutility vehicle 20 is turned off, etc.), theelectric brake 44 remains engaged and theutility vehicle 20 sits in a parked state. - The
lithium battery system 32 includes a battery management system (BMS) 50 and alithium battery 52. TheBMS 50 controls electrical access to thelithium battery 52. Additionally, as will be explained in further detail shortly, theBMS 50 of some embodiments responds to various events such as sleep events (e.g., timeouts) to prevent excessive discharging of thelithium battery 52 thus safeguarding thelithium battery 52 from becoming over discharged. In some embodiments, theBMS 50 responds to other events as well such as wakeup events (e.g., actuation of the user controls 36), charging situations, fault conditions, and so on to properly and safely control charging and discharging of thelithium battery 52. - It should be understood that a variety of form factors are suitable for the
lithium battery 52. For example, thelithium battery 52 may include multiple lithium battery cells, a single battery pack, combinations thereof, and so on. - The
additional components 34 may, for example, include the set of user controls 36 (e.g., pedals, switches, etc.), thecabling 38, a chargingreceptacle 60, and perhaps other electrical components 62 (e.g., lights, a global positioning system (GPS), specialized equipment, etc.). In some arrangements, thecabling 38 includes a communications bus, such as, for example, a controller area network (CAN) bus through which themotor system 30 and thelithium battery system 32exchange communications 70 such as electronic CAN messages in accordance with the CAN protocol. - As shown in
Fig. 3 , in accordance with some example embodiments, the battery management system (BMS) 50 of thelithium battery system 32 includes apower delivery interface 100, alithium battery interface 102, awakeup circuit 104, acontactor 106, and a charge regulation circuit 108. These components may reside together as a single assembly or unit (e.g., within the same enclosure) or in a distributed manner among different locations on the utility vehicle body 22 (also seeFig. 1 ). - The
power delivery interface 100 couples with themotor system 30. Similarly, thelithium battery interface 102 couples with thelithium battery 52. Thewakeup circuit 104 controls closing and opening of thecontactor 106 to electrically connect themotor system 30 to thelithium battery 52 and disconnect themotor system 30 from thelithium battery 52, respectively. During such operation, the charge regulation circuit 108 controls signal conditioning during discharging and charging of thelithium battery 52. - As further shown in
Fig. 3 , thecontactor 106 includes a set oftarget contacts 120 that couple with thepower delivery interface 100, a set ofsource contacts 122 that couple with thelithium battery interface 102, and anelectromagnetic actuator 124. AlthoughFig. 3 shows thecontactor 106 controlling two signal paths between themotor system 30 and thelithium battery 52 by way of example (i.e., there are twosource contacts 122 and two target contacts 120), other arrangements include different numbers of contacts and signal paths (e.g., one, three, four, etc.) depending on the particular application/electrical needs/etc. (e.g., DC power signals at different voltages, AC power signals in different phases, ground, etc.). - The
wakeup circuit 104 includescontrol logic 130 and atimer 132 which operate to manage access to thelithium battery 52. As will be explained in further detail shortly, such operation may be based on a variety ofinputs 134 from themotor system 30, from the user controls 36 (directly or indirectly), and so on. Along these lines, in response to a wakeup event (e.g., a user turning on the BMS 50), thewakeup circuit 104 outputs anactuator signal 136 that actuates theelectromagnetic actuator 124 in afirst direction 140 from a first position to a second position that connectsrespective source contacts 122 tocorresponding target contacts 120 to electrically connect themotor system 30 to thelithium battery 52. Along these lines, theelectromagnetic actuator 124 may be provisioned with a solenoid or coil that closes thecontactor 106 in response to theactuator signal 136. - Additionally, in response to a sleep event (e.g., encountering a predefined time period of non-use while the
BMS 50 is awake), thewakeup circuit 104 terminates output of theactuator signal 136 which releases theelectromagnetic actuator 124. In particular, theelectromagnetic actuator 124 is spring biased in asecond direction 142 which is opposite thefirst direction 140. Accordingly, termination of theactuator signal 136 enables theelectromagnetic actuator 124 to return back from the second position to the first position thus automatically separating thesource contacts 122 from thetarget contacts 120 when thewakeup circuit 104 terminates output of theactuation signal 136 thus disconnecting themotor system 30 from thelithium battery 52. As a result, there are no parasitic loads placed on thelithium battery 52 that could otherwise further discharge thelithium battery 52 to an over-depleted state. - In other embodiments, the
wakeup circuit 104 does not need to constantly maintain theactuator signal 136. Instead, thewakeup circuit 104 controls engagement and disengagement of thecontactor 106 using discrete engagement and disengagement signals. With such use of a dedicated release signal, maintenance of a signal and termination for release is not required. -
Figs. 4 through 5 provide particular details of how the battery management system (BMS) 50 responds to wakeup and sleep events in accordance with some embodiments.Fig. 4 shows example details ofwakeup circuitry 200 which is suitable for the wakeup circuit 104 (also seeFig. 3 ) in accordance with some embodiments.Fig. 5 shows particular user controls 36 that couple with theinputs 134 and control operation of the wakeup circuit 104 (Fig. 3 ) in accordance with some embodiments. - As shown in
Fig. 4 , thewakeup circuitry 200 controls access to the lithium battery 52 (Fig. 3 ) in response to various events, situations, faults, etc. As shown inFig. 4 , thewakeup circuitry 200 includes, in an example embodiment, acommunications interface 202,memory 204,processing circuitry 206, andadditional circuitry 208. Such components form thecontrol logic 130 and thetimer 132 of the wakeup circuit 104 (Fig. 3 ). - The
communications interface 202 is constructed and arranged to connect thewakeup circuitry 200 to one or more communications media such as a controller area network (CAN) bus (also see thecabling 38 inFig. 1 ). Such communications may include different media such as copper-based (e.g., USB, RJ45, etc.), fiber optic communications, wireless communications (i.e., WiFi, cellular, Bluetooth, etc.), infrared, combinations thereof, and so on. - The
memory 204 stores a variety of memory constructs 220 including anoperating system 222, specializedbattery management code 224, configuration data 226 (e.g., identification data, predefined timeout settings, charging settings, version data, model data, etc.), and other software constructs, code and data 228 (e.g., activity/event logs, utilities, tools, etc.). Although thememory 204 is illustrated as a single block inFig. 4 , thememory 204 is intended to represent both volatile and non-volatile storage (e.g., random access memory, flash memory, etc.), and may, in some embodiments, include a plurality of discrete physical memory units. - The
processing circuitry 206 is configured to run in accordance with instructions of the various memory constructs 220 stored in thememory 204. In particular, theprocessing circuitry 206 runs theoperating system 222 to manage various computerized resources (e.g., processor cycles, memory allocation, etc.). Additionally, theprocessing circuitry 206 runs the specializedbattery management code 224 to electronically control access to the lithium battery 52 (Figs. 2 and3 ). The processing circuitry 66 may be implemented in a variety of ways including via one or more processors (or cores) running specialized software, application specific ICs (ASICs), field programmable gate arrays (FPGAs) and associated programs, microcontrollers, discrete components, analog circuits, other hardware circuitry, combinations thereof, and so on. In the context of one or more processors executing software, acomputer program product 240 is capable of delivering all or portions of the software to the wakeup circuitry 200 (e.g., also see the memory constructs 220 inFig. 4 ). Thecomputer program product 240 has a non-transitory (or non-volatile) computer readable medium which stores a set of instructions which controls one or more operations of thewakeup circuitry 200. Examples of suitable computer readable storage media include tangible articles of manufacture and other apparatus which store instructions in a non-volatile manner such as flash memory, a magnetic storage medium (e.g., various disk memories such as a hard drive, floppy disk, or other magnetic storage medium), tape memory, optical disk (e.g., CD-ROM, DVD, Blu-Ray, or the like), and the like. It will be appreciated that various combinations of such computer readable storage media may be used to provide the computer readable medium of thecomputer program product 240 in some embodiments. - The
additional circuitry 208 represents other circuitry of thewakeup circuitry 200. Such circuitry may include hardware counters, signal drivers, connectors, sensors, and so on. In some arrangements, where the utility vehicle is specialized equipment (e.g., a food and beverage vehicle, an ATV, etc.) theadditional circuitry 208 may represent other components such as an electronic thermostat, lighting control, and so on. - With reference to
Fig. 5 and in accordance with some embodiments, the user controls 36 includes akeyed switch 270, and an accelerator (or throttle)pedal 280, and a parkbrake release switch 290 which are electrically connected in parallel to the BMS 50 (also seeFig. 2 ). Such user controls 36 may communicate with theBMS 50 via the inputs 134 (Fig. 3 ). In some embodiments,other user controls 36 may communicate with theBMS 50 as well such as a brake pedal, a forward/reverse switch, and so on. - It should be understood the
control logic 130 and thetimer 132 of the wakeup circuit 104 (Fig. 3 ), which in some embodiments are formed by the wakeup circuitry 200 (Fig. 4 ), operate to monitor user activity of theutility vehicle 20 as well as transition theBMS 50 from a sleeping state to an awake state and vice versa. Further details of such operation will now be provided. - During operation, the
wakeup circuit 104 monitors operation of the user controls 36 to determine whether to electrically connect thelithium battery 52 to themotor system 30 or electrically disconnect thelithium battery 52 from themotor system 30. For example, suppose that a human operator (or user) wishes to operate theutility vehicle 20 after an extended period of non-use such as a 24-hour period. In such a situation, theutility vehicle 20 is initially in a sleep (or unawake) mode or state in which the wakeup circuit 104 (Fig. 3 ) is completely unpowered and thecontactor 106 is open (i.e., where there is no circuit formed between thelithium battery 52 and the motor system 30). Accordingly, there are no electrical loads on thelithium battery 52 that could otherwise drain charge from thelithium battery 52. - Now, suppose that the user turns the keyed switch 270 (
Fig. 5 ) from an OFF position to an ON position. In such a situation and in accordance with some embodiments, thewakeup circuit 104 of theBMS 50 turns on and responds by outputting theactuation signal 136 to close the contactor 106 (Fig. 3 ). As a result of such a wakeup event, thecontactor 106 connects thesource contacts 122 to thetarget contacts 120 thus connecting thelithium battery 52 to themotor system 30 and waking themotor system 30. - At this time and in accordance with some embodiments, both the
BMS 50 and themotor system 30 perform various self-tests. For example, theBMS 50 checks the amount of charge remaining in thelithium battery 52 and, if the amount of charge is below a predefined minimum charge threshold, theBMS 50 terminates (e.g., immediately terminates) theactuation signal 136 to electrically disconnect thelithium battery 52 from themotor system 30. Such operation prevents thelithium battery 52 from becoming over-discharged. It should be understood that, while theBMS 50 remains awake, theBMS 50 continues to monitor charge remaining in thelithium battery 52 and terminates theactuation signal 136 to disconnect thelithium battery 52 from themotor system 30 if the remaining charge reaches (or falls below) the predefined minimum charge threshold to safeguard the battery against becoming over-discharged. In particular, there is still safety margin between the predefined minimum charge threshold and an over-discharged level. - In some embodiments, after passing their respective self-tests, the
BMS 50 and themotor system 30 communicate with each other (e.g.,exchange communications 70 such as CAN messages) to verify configuration information (e.g., model numbers, versions, status, etc.). In some arrangements, themotor system 30 may be one of multiple models and thewakeup circuit 104 operates using different configuration settings depending on the particular model identified via communications with themotor system 30. - Also, at this time, the
control logic 130 of thewakeup circuit 104 starts the timer 132 (Fig. 3 ) which counts or tracks time until thetimer 132 reaches a predefined idle time threshold (i.e., a maximum idle time limit). In accordance with some embodiments, example values that are suitable for use for the predefined idle time threshold include time amounts within the time range of 2 hours to 6 hours (e.g., 3 hours, 4 hours, 5 hours, etc.). If thetimer 132 counts from an initial time value to the predefined idle time threshold (a sleep event), thetimer 132 outputs a sleep event signal to thecontrol logic 130 of thewakeup circuit 104 which directs thecontrol logic 130 to terminate output of theactuation signal 136 thus disconnecting thelithium battery 52 from themotor system 30. Such operation prevents thelithium battery 52 from unnecessarily succumbing to parasitic loads from themotor system 30, from the contactor 106 (i.e., the coil maintaining thecontactor 106 in the closed position), and perhaps from elsewhere in theutility vehicle 20. - However, after
BMS 50 has woken up, suppose that the user actuates the accelerator pedal 280 (e.g., moves the pedal 280 from its non-depressed position) before thetimer 132 reaches the predefined idle time threshold. In response to this sensed user activity, thecontrol logic 130 restarts thetimer 132 to the initial time value. Thetimer 132 is prevented from reaching the predefined idle time threshold and expiring. It should be understood that moving theaccelerator pedal 280 may further signal themotor system 30 to operate the motor 42 (e.g., rotate themotor 42 in a particular direction and at a particular speed based on other factors). - However, if the user leaves the
utility vehicle 20 unattended and thetimer 132 expires by reaching the predefined idle time threshold, thetimer 132 expires (a sleep event) and sends a sleep event signal to thecontrol logic 130. In response to the sleep event signal, thecontrol logic 130 terminates output of theactuation signal 136 thus opening thecontactor 106 to disconnect thelithium battery 52 from the motor system 30 (Fig. 3 ) and protecting thelithium battery 52 against further discharge. - In accordance with some embodiments, if the
BMS 50 has fallen asleep, the user is able to wake theBMS 50 by moving thekeyed switch 270 to the ON position (another wakeup event). Likewise, in accordance with some embodiments, if theBMS 50 has fallen asleep and thekeyed switch 270 is in the ON position, the user is able to wake theBMS 50 by actuating the pedal 280 (yet another wakeup event). - In some embodiments, while the
BMS 50 is awake and the parkbrake release switch 290 is in a "normal" configuration and thekeyed switch 270 is in the ON position, thecontrol circuitry 250 of themotor system 30 only provides power to release (or disengage) theelectric brake 44 when the user presses thepedal 280. Otherwise, if thekeyed switch 270 is in the OFF position, thecontrol circuitry 250 does not output power to theelectric brake 44 and theelectric brake 44 remains engaged. That is, theelectric brake 44 continues to inhibit movement of the motor 42 (Fig. 3 ) so that the set oftires 24 of theutility vehicle 20 do not move freely and theutility vehicle 20 remains parked. - In some embodiments, the park
brake release switch 290 is formed by an actual physical switching device that a user can move to different positions. In other embodiments, the parkbrake release switch 290 is formed by a set of jumpers (e.g., connectors, cables, etc.) that are switchable or arrangeable into different connecting configurations (e.g., a normal configuration, a tow configuration, etc.). - As will be discussed in further detail later below and in accordance with some embodiments, the motor controller 40 (
Figs. 2 and3 ) may be controlled by a separate tow switch to enable theutility vehicle 20 to be towed. Here, in accordance with some embodiments, the motor controller 40 (i) senses vehicle motion, (ii) routinely outputs special communications 70 (e.g., CAN messages) to theBMS 50 to keep theBMS 50 awake in response to the sensed vehicle motion, and (iii) conveys power to theelectric brake 44 to disengage theelectric brake 44 and allow theutility vehicle 20 to roll freely. Additionally, in some embodiments, themotor controller 40 starts (or restarts) an internal timer whenever themotor controller 40 senses motion of theutility vehicle 20. If the timer reaches a predefined idle time limit due to the absence of sensed motion for a predefined amount of time, themotor controller 40 directs theBMS 50 to go to sleep resulting in no further drain on thelithium battery 52. In this situation, thecontactor 106 opens andelectric brake 44 no longer receives power thus providing mechanical resistance to themotor 42 which holds theutility vehicle 20 in place. -
Fig. 6 shows particular details of the chargingcircuitry 300 which charges thelithium battery 52 of the utility vehicle 20 (also seeFig. 1 ), in accordance with some example embodiments. In accordance with the embodiments illustrated inFig. 6 , the chargingcircuitry 300 includes afirst plug 302, a charger (or adaptor) 304, and asecond plug 306. Thefirst plug 302 is constructed and arranged to connect thecharger 304 to anexternal power source 310 such as an AC outlet. Thesecond plug 306 is constructed and arranged to connect thecharger 304 to the chargingreceptacle 60 of the utility vehicle 20 (also seeFig. 2 ). Thecharger 304 is constructed and arranged to convert and condition a power signal from theexternal power source 310 for use by theutility vehicle 20. - As further shown in
Fig. 6 , the chargingreceptacle 60 electrically couples with themotor controller 40 and the battery management system (BMS) 50. Accordingly, when thereceptacle 60 receives power from the chargingcircuitry 300, thereceptacle 60 provides power to themotor controller 40 andBMS 50. In some embodiments, this initial power from the chargingcircuitry 300 wakes up theBMS 50 and the motor controller 40 (Fig. 3 ). In some embodiments, thereceptacle 60 also provides aninterlock signal 320 to themotor controller 40 which has also woken up. In response to theinterlock signal 320, themotor controller 40 outputs a communication 330 (e.g., a CAN message) that informs theBMS 50 that the chargingcircuitry 300 is plugged in to thereceptacle 60 and theBMS 50 then closes thecontactor 106. With thecontactor 106 now closed, theBMS 50 conveys a chargingsignal 340 from the chargingcircuitry 300 to thelithium battery 52. In some arrangements, the charge regulation circuit 108 (Fig. 3 ) conditions the chargingsignal 340 to properly charge thelithium battery 52. - While the
lithium battery 52 charges in response to receipt of thecharge signal 340 and in accordance with some embodiments, theBMS 50 monitors thelithium battery 52 to prevent overcharging. In particular, in response to sensing that thelithium battery 52 has charged to a predefined maximum charge threshold (or level), theBMS 50 deactivates the charge regulation circuit 108, e.g., sets the duty cycle of pulse width modulation (PWM) circuitry back to 0%, where other pulse widths determine different charging rates. In some arrangements, theBMS 50 then immediately goes to sleep. In other arrangements, the BMS imposes a timeout (e.g., 30 minutes) and goes to sleep if the timeout period expires without further user activity. -
Fig. 7 is a flowchart of aprocedure 360 which is performed by the battery management system (BMS) 50 of theutility vehicle 20 to control access to thelithium battery 52 in accordance with some example embodiments. - At 362, the
BMS 50 mechanically disconnects a lithium battery interface from a power delivery interface in response to a sleep event. The lithium battery interface couples with a lithium battery supported by the utility vehicle, and the power delivery interface couples with a set of loads of the utility vehicle. For example, a timer of the wakeup circuit may expire after a period of non-use thus indicating that theBMS 50 may disconnect thelithium battery 52 without interfering with a user of theutility vehicle 20. Such disconnection prevents parasitic loads from further draining thelithium battery 52. - At 364, after the lithium battery interface is mechanically disconnected from the power delivery interface, the
BMS 50 mechanically reconnects the lithium battery interface to the power delivery interface in response to a wakeup event. For example, in accordance with some embodiments and in response to certain conditions, the user may press an accelerator pedal or cycle a keyed switch to wakeup theBMS 50. - At 366, after the lithium battery interface is mechanically reconnected to the power delivery interface, the
BMS 50 maintains connection between the lithium battery interface and the power delivery interface to convey power from thelithium battery 52 to the set of loads of the utility vehicle through the lithium battery interface and the power delivery interface. In particular, theBMS 50 may start a timer to measure a period of non-use and maintain lithium battery access as long as the timer does not expire and as long as the lithium battery does not discharge below a predefined safe level. - As described above, improved techniques are directed to controlling electrical access to
lithium batteries 52 onutility vehicles 20. Such techniques provide the ability to automatically disconnect thelithium batteries 52 from loads in response to timeout or sleep events. Such operation prevents thelithium batteries 52 from discharging even due to parasitic loads while theutility vehicles 20 are idle. Accordingly, thelithium batteries 52 will not discharge to unnecessarily low levels (e.g., safeguard levels). As a result, such operation robustly and reliably prevents thelithium batteries 52 from being recharged after being over-discharged and thus safeguards thelithium batteries 52 against becoming unstable. -
Figs. 8 through 11 show various techniques for releasing the electric brake 44 (e.g., to tow the utility vehicle 20).Fig. 8 shows one brake release technique which involves communication between themotor controller 40 and theBMS 50 in accordance with some embodiments.Fig. 9 shows a procedure which is performed by themotor controller 40 when releasing theelectric brake 44 in accordance with some embodiments.Fig. 10 shows another brake release technique which involves wiring theBMS 50 without involving themotor controller 40 in accordance with some embodiments.Fig. 11 shows yet another brake release technique which involves wiring theelectric brake 44 without involving theBMS 50 in accordance with some embodiments. - As shown in
Fig. 8 , themotor controller 40 includescontrol circuitry 250 and atimer 252. Additionally, themotor controller 40 couples with various components of theutility vehicle 20 via pathways 400 (also see thecables 38 inFig. 1 ). In some embodiments, such components include a tow switch 402 (e.g., a dedicated run/tow switch under a hinged seat of theutility vehicle 20, a park brake release set of jumpers, etc.), amotion sensor 404, thelithium battery system 32, and theelectric brake 44. In some embodiments, themotor controller 40 connects with thelithium battery system 32 via a pathway 410 (e.g., a CAN bus) and apower bus 412. Additionally, in some embodiments, themotor controller 40 connects with theelectric brake 44 via anelectric brake path 414. - During operation, suppose that the user wishes to release the
electric brake 44 in order to tow theutility vehicle 20. To this end and in accordance with some embodiments, the user switches thetow switch 402 from a "non-tow mode" position to a "tow mode" position. Such activity provides atow signal 420 to thecontrol circuitry 250 of themotor controller 40 which, in turn, starts thetimer 252 and energizes theelectric brake 44 by providing apower signal 422 fromlithium battery system 32 to theelectric brake 44 thus enabling the electric motor 42 (Fig. 3 ) to turn and theutility vehicle 20 to roll. - Additionally, in some embodiments, the
control circuitry 250 of themotor controller 40 sends a communication 70 (e.g., a particular CAN message) to thelithium battery system 32 directing theBMS 50 to stay awake because theutility vehicle 20 is now in tow mode, and theBMS 50 responds by maintaining closure of the contactor 106 (e.g., by continuing to output the actuation signal 136). Accordingly, thelithium battery system 32 continues to provide access to thepower signal 422 on thepower bus 412, and themotor controller 40 is able to deliver thatpower signal 422 to theelectric brake 44 through theelectric brake path 414 to disengage theelectric brake 44. - In some embodiments, the
control circuitry 250 operates thetimer 252 to measure the time that elapses without sensing vehicle motion. That is, each time thecontrol circuitry 250 receives amotion signal 424 from the motion sensor 404 (Fig. 8 ), thecontrol circuitry 250 resets thetimer 252 as well as sends acommunication 70 to thelithium battery system 32 directing theBMS 50 to continue to keep the contactor 106 closed (i.e., directing theBMS 50 to stay awake). - However, in some embodiments, if the
timer 252 ultimately expires (e.g., counts to a predefined time limit) due to lack of sensed vehicle motion, thecontrol circuitry 250 determines that a timeout event has occurred and sends a different communication 70 (e.g., a different CAN message) to thelithium battery system 32 directing theBMS 50 to go to sleep. In response to thiscommunication 70, theBMS 50 terminates output of the actuation signal 136 (Fig. 3 ) thus enabling thecontactor 106 to spring back to its original open position. Accordingly, in some embodiments, thelithium battery system 32 terminates output of thepower signal 422 and goes to sleep thus preventing further discharging of thelithium battery 52. As a result, themotor controller 40 goes to sleep and theelectric brake 44 re-engages with themotor 42 thus preventing theutility vehicle 20 from moving. - In accordance with some embodiments, an example suitable amount of time for the predefined time out limit is an amount of time within the range of 15 minutes to 60 minutes (e.g., 15 minutes, 30 minutes, 45 minutes, etc.). Accordingly, the
lithium battery 52 is not allowed to excessively drain in the event that the user forgets to turn thetow switch 402 from the "tow mode" position back to the "non-tow mode" position. -
Fig. 9 shows aprocedure 430 which is performed by themotor controller 40 to control electrical access to the lithium battery when towing theutility vehicle 20. - At 432, the
motor controller 40 signals the lithium BMS to continue to provide electrical access to a lithium battery of the utility vehicle in response to a tow signal from a tow switch of the utility vehicle. Accordingly, themotor controller 40 is able to then energize the electric brake thus releasing the electric brake. For example, the user may switch the tow switch from the "non-tow mode" position to the "tow mode" position. In some arrangements, themotor controller 40 directs the BMS to stay awake viacommunications 70 on acommunications pathway 410. - As mentioned earlier, the electric brake (i) provides mechanical resistance which inhibits a motor of the utility vehicle from turning when the electric brake is unpowered and (ii) removes the mechanical resistance to allow the motor of the utility vehicle to turn when power is provided to the electric brake. Accordingly, the electric brake disengages in response to the user actuating the tow switch to the "tow mode" position and the user is able to then tow the
utility vehicle 20. - At 434, the
motor controller 40 signals the lithium BMS to continue providing electrical access to the lithium battery of theutility vehicle 20 while sensing motion of theutility vehicle 20. Here, in accordance with some embodiments, themotor controller 40 may routinely communicate with the BMS via thecommunications path 410. As long as themotor controller 40 continues to sense motion of theutility vehicle 20 before timing out (e.g., by operating the internal timer 252), themotor controller 40 continues to direct the BMS to keep the contactor of the BMS closed. - At 436, the
motor controller 40 signals the lithium BMS to discontinue providing electrical access to the lithium battery when no motion of the utility vehicle has been sensed for a predefined amount of time. Here, in accordance with some embodiments, themotor controller 40 times out due to the lack of sensing motion from a motion sensor. Accordingly, in accordance with some embodiments, themotor controller 40 sends a different communication to the BMS that directs the BMS to allow the contactor to open and go to sleep. As a result, the lithium battery is safely disconnected thus preventing further discharge. - As shown in
Fig. 10 and as an alternative to the user switching thetow switch 402 from the "normal" position to the "brake release" position in order to tow theutility vehicle 20, the user may wire thelithium battery system 32 to theelectric brake 44 without involving themotor controller 40 in accordance with some embodiments. Along these lines, the user rearranges certain wiring so that thelithium battery 52 provides thepower signal 412 to theelectric brake 44 to disengage theelectric brake 44 from themotor 42 to enable theutility vehicle 20 to roll freely. In some arrangements, such pathway reconfiguring is represented and embodied by the parkbrake release switch 290 inFig. 5 . - Here,
wiring paths BMS 50 to close thecontactor 106 and thus provide electrical access to thelithium battery 52. In some embodiments, such wiring may involve addition or modification of particular jumpers, connectors, and/or wires that normally provide parts of the regular signal pathways 400 (e.g., compareFig. 10 to Fig. 8 ). However, in this alternative configuration, thelithium battery system 32 outputs thepower signal 422 to theelectric brake 44 by passing themotor controller 40, e.g., by tapping into thelithium battery system 32 itself to obtain acontrol signal 450 that feeds back to thelithium battery system 32 to direct theBMS 50 to close thecontactor 106. - It should be understood that, in some embodiments, the
control logic 130 within the lithium battery system 32 (Fig. 3 ) continues to protect thelithium battery 52 against being over-discharged. In some embodiments, thecontrol logic 130 activates itsown timer 132 and thetimer 132 may timeout after a predefined amount of time if not reset (also seeFig. 3 ). - As shown in
Fig. 11 and as yet another alternative, the user may couple anexternal power source 460 with theelectric brake 44 in accordance with some embodiments thus enabling the user to release theelectric brake 44 without involving theBMS 50. Along these lines, the user attaches theelectric brake 44 to theexternal power source 460 via a wiring harness orumbilical cord 462. With thewiring harness 462 properly in place, theexternal power source 460 outputs anexternal power signal 464 to theelectric brake 44 which disengages theelectric brake 44 in accordance with some embodiments thus enabling the electric motor 42 (Fig. 3 ) to turn. With theelectric brake 44 energized via external power, the user is now able to move theutility vehicle 20. - It should be understood that since the
lithium battery system 32 and themotor controller 40 are not involved in this third alternative, both thelithium battery system 32 and themotor controller 40 may remain asleep. Thus, there is no risk of over-discharging thelithium battery 52. - As described above, improved techniques are directed to electronically controlling a
lithium BMS 50 of autility vehicle 20 in response to a tow signal (i.e., switching of the tow switch 402). In some embodiments, whencontrol circuitry 250 of theutility vehicle 20 receives the tow signal, thecontrol circuitry 250 directs thelithium BMS 50 to maintain closure of itscontactor 106 and provides power from alithium battery 52 to anelectric brake 44 of theutility vehicle 20. In response, theelectric brake 44 releases (or disengages) thus enabling theutility vehicle 20 to move without mechanical resistance from the electric brake 44 (e.g., to be towed). In some embodiments, if thecontrol circuitry 250 does not detect vehicle motion for a predefined amount of time, thecontrol circuitry 250 directs thelithium BMS 50 to open itscontactor 106 thus terminating power from thelithium battery 52 to theelectric brake 44 causing theelectric brake 44 to re-engage. With thecontactor 106 now open, there is no further discharging of thelithium battery 52. As a result, such operation robustly and reliably prevents thelithium battery 52 from becoming over-discharged thus safeguarding thelithium battery 52 against becoming unstable. - While various embodiments of the present disclosure have been particularly shown and described, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the present disclosure as defined by the appended claims.
- In accordance with some arrangements and as disclosed above, it should be understood that the
BMS 50 has the ability to disconnect thelithium battery 52 from loads if unsafe conditions are sensed. The disconnect mechanism is the contactor 106 which consumes energy when engaged. To conserve energy, theBMS 50 disconnects thelithium battery 52 after some timeout period. A wakeup signal is required to reconnect thelithium battery 52 for charging and normal use. That is, the lithium vehicle control system wakeups theBMS 50 to use theutility vehicle 20. Such a wakeup is accomplished without additional operator input. - In some embodiments, the
BMS 50 andmotor controller 40 routinely communicate (e.g., over the CAN bus). Accordingly, theBMS 50 understands the current status of themotor controller 40 and vice versa. Additionally, as mentioned earlier, theBMS 50 monitors the status of a variety of switch inputs, e.g., a maintenance switch, a keyed switch, a pedal switch, etc. - During operation, the
BMS 50 disconnects itself from all electrical loads on theutility vehicle 20 by opening itscontactor 106. Events that cause theBMS 50 to close itscontactor 106 may be referred to as wakeup events, or simply wakeups. TheBMS 50 of some embodiments includes multiple inputs for wakeup signals. Along these lines, users may expect theutility vehicle 20 to go when the key is on and the pedal is pressed - whether theutility vehicle 20 has sat for a long time or not. Accordingly, the maintenance switch, the keyed switch, and the throttle pedal switch are all capable of waking up theBMS 50 of some embodiments. - In some embodiments, the
BMS 50 may be woken by closing thekeyed switch 270. In a particular embodiment, after four hours of inactivity, theBMS 50 goes back to sleep. It can be re-awoken by cycling thekeyed switch 270, or pressing thethrottle pedal 280. A "towing" mode is entered by closing thetow switch 402. This maintains power to the electric brake 44 (release) until themotor controller 40 senses a predefined amount of time of inactivity (e.g., 30 minutes). That is, themotor controller 40 signals theBMS 50 that tow mode is active, and later may assert another signal when tow mode times out. In some embodiments, status bits within thecommunication 70 sent from themotor controller 40 to theBMS 50 inform theBMS 50 whether theutility vehicle 20 is in tow mode and whether the timer has timed out. TheBMS 50 stay awakes while tow mode is active, and goes to sleep shortly after it times out. This prevents theBMS 50 from opening thecontactor 106, thus releasing theelectric brake 44 while theutility vehicle 20 is being towed. - In some arrangements, there are two pairs of brake release connectors that can be swapped to power (release) the
electric brake 44 directly from thelithium battery 52. This allows towing of theutility vehicle 20 when themotor controller 40 is not functional. TheBMS 50 goes back to sleep after a brake release timeout period, or after the brake release connectors are returned to their normal operating positions. - In some embodiments, the
same BMS 50 may support operation of different types ofmotor controllers 40. To this end, themotor controller 40 of some embodiments sends a message (e.g., a CAN message) to theBMS 50 that includes controller type. Upon receipt, theBMS 50 of some embodiments stores the controller type in non-volatile memory. TheBMS 50 uses the controller type to determine timeout values, and responses to wakeup signals. The first time theBMS 50 is connected to a differenttype motor controller 40, theBMS 50 may not wakeup exactly as desired. To minimize the differences between wakeup protocols, wakeup signals may be re-assigned. For example, the BMS' first wakeup signal may be connected to the keyed switch on for a first controller type, and the maintenance switch on a second controller type. Similarly, the second wakeup signal may be connected to the throttle pedal for the first controller type and the keyed switch for the second controller type. Furthermore, the third wakeup signal may be connected to the park brake release connectors for the first controller type and the throttle pedal switch for the second controller type. These input assignments minimize the logic differences between wakeup. The most common wakeup methods of turning on the first controller type key switch and the second controller type maintenance switch will work properly regardless of the vehicle type memorized by theBMS 50. As long as this wakeup happens once, theBMS 50 will continue to wakeup and sleep properly until it is transferred to anotherutility vehicle 20 that uses the other controller type. - When the charger is plugged into the
utility vehicle 20, charging initiates regardless of whether theBMS 50 is asleep or awake. If theBMS 50 is awake, plugging in the charger asserts a charger interlock signal from the charge receptacle to themotor controller 40. Themotor controller 40 may be configured to send a signal to theBMS 50 informing theBMS 50 that the charger is plugged in. For example, in some embodiments, themotor controller 40 may inform theBMS 50 that the charger is plugged in via a status bit in a message, such as a CAN message. - The
BMS 50, in some embodiments, may be configured in response to the signal from themotor controller 40 to activate a charging mode. In these embodiments, theBMS 50 then sets a signal (e.g., a PWM signal) appropriately (when not charging, theBMS 50 sets the PWM signal to a fault mode as a failsafe). Charging can then take place. TheBMS 50 stays awake until charging is complete, and goes to sleep shortly after charging is complete. - In some embodiments, if the charger is plugged into a
utility vehicle 20 where theBMS 50 is asleep, then the charger provides power to the vehicle's electrical system. This wakes up theBMS 50 andmotor controller 40. If theBMS 50 receives a communication (e.g., a CAN message) from themotor controller 40 with the charging status bit set, then it will close itscontactor 106 and set the signal (e.g., the PWM signal) appropriately. Charging then commences. - Additionally, it should be understood that the keyed switch was described above as being used in certain example embodiments. It will be appreciated that the keyed switch is just one example of an ignition switch that may be used in various embodiments. For example, in other example embodiments, the vehicle uses a keyless, push-button ignition rather than a keyed switch. Such ignition is enabled when an "electronic key" (e.g., an RF device) on the passenger's person is within range of a wireless sensor of the vehicle. Here, an actuation of the switch occurs through presence of the electronic key in combination with physical actuation of the button.
- Furthermore, in some embodiments, the
BMS 50 utilizes an inactivity timer that measures inactivity time based on current (also see thetimer 132 inFig. 3 ). For example, the inactivity timer starts timing inactivity when current sensed from the lithium battery falls below a predefined current threshold (e.g., 3 amps). As long as the current remains below this predefined current threshold, the inactivity timer continues to measure time. However, if the current rises above the predefined current threshold, the inactivity timer is cleared (or reset) because this rise in current above the predefined current threshold is considered detected activity. The inactivity timer then starts counting again when current falls below the predefined current threshold. If the inactivity timer ever reaches a timeout value, the inactivity timer is considered to have expired (i.e., detected an inactivity timeout event). - Additionally, it should be understood that a variety of different types of motion sensing circuits are suitable for use to sense vehicle motion (also see the
motion sensor 404 inFig. 8 ). Examples of suitable motion sensing circuits include current sensors, global navigation satellite system sensors, and so on. In some embodiments, a global positioning system (GPS) sensor is used to determine a change in position of the vehicle. Such modifications and enhancements are intended to belong to various embodiments of the disclosure.
Claims (15)
- A control system for a utility vehicle, the control system comprising:a set of devices;a lithium battery management system (BMS) configured to control electrical access to a lithium battery of the utility vehicle; anda control circuitry coupled with the set of devices and the lithium BMS, the control circuitry being configured to control whether the lithium BMS stays awake or goes to sleep based on input from the set of devices.
- A control system as in claim 1 wherein the set of devices includes a tow switch; and
wherein the control circuitry, when controlling whether the lithium BMS stays awake or goes to sleep, is configured to direct the lithium BMS to stay awake to provide electrical access to the lithium battery in response to receiving a tow signal from the tow switch. - A control system as in claim 2 wherein the control circuitry is further configured to:start a timer that expires after a predefined amount of time has elapsed after receiving the tow signal from the tow switch; anddirect the lithium BMS to go to sleep to prevent further electrical access to the lithium battery in response to expiration of the timer.
- A control system as in claim 3 wherein the set of devices further includes a motion sensor; and
wherein the control circuitry is further configured to restart the timer in response to receiving a motion signal from the motion sensor. - A control system as in claim 4 wherein the control circuitry is further configured to allow the timer to continue counting in response to absence of the motion signal from the motion sensor.
- A control system as in claim 2 wherein the tow switch is configured to switch from a normal setting to a brake release setting in which the lithium BMS powers an electric brake of the utility vehicle to disengage the electric brake to enable towing of the utility vehicle.
- A control system as in claim 2 wherein the tow switch resides under a hinged seat of the utility vehicle.
- A control system as in claim 2 wherein the tow switch includes a set of jumpers to rearrange wiring that enables the lithium battery to provide power to an electric brake of the utility vehicle to disengage the electric brake to enable towing of the utility vehicle.
- A control system as in claim 1, further comprising:
an electric brake; and
wherein the control circuitry is further configured to deliver a power signal from the lithium BMS to the electric brake to disengage the electric brake when the control circuitry directs the lithium BMS to stay awake and receives a tow signal. - A control system as in any of the preceding claims, further comprising:
a motor; and
wherein the control circuitry is further configured to operate the motor using a power signal from the lithium BMS when the control circuitry directs the lithium BMS to stay awake. - A control system as in any of the preceding claims, further comprising:
a motor controller; and
wherein the control circuitry is further configured to deliver a power signal from the lithium BMS to the motor controller to operate an electric motor of the utility vehicle when the control circuitry directs the lithium BMS to stay awake. - A control system as in claim 1, further comprising:a motor controller, andan electric motor; andwherein the control circuitry is further configured to control delivery of
regenerative power from the electric motor to the lithium battery of the utility vehicle through the lithium BMS when the control circuitry directs the lithium BMS to stay awake. - A control system as in as in any of the preceding claims wherein the lithium BMS is further configured to monitor a charge level of the lithium battery of the utility vehicle.
- A control system as in claim 13 wherein the lithium BMS is further configured to automatically disconnect the lithium battery of the utility vehicle from loads of the utility vehicle to prevent the loads of the utility vehicle from over-discharging the lithium battery when the lithium BMS detects that the lithium battery has discharged to a particular low charge level.
- A utility vehicle, comprising:a utility vehicle body;a lithium battery supported by the utility vehicle body; anda control system according to any of preceding claims 1 to 6.
Applications Claiming Priority (2)
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US15/395,249 US10017169B1 (en) | 2016-12-30 | 2016-12-30 | Controlling an electric brake of a utility vehicle which has a lithium battery management system |
EP17210457.2A EP3342654B1 (en) | 2016-12-30 | 2017-12-22 | Controlling an electric brake of a utility vehicle which has a lithium battery management system |
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EP17210457.2A Division EP3342654B1 (en) | 2016-12-30 | 2017-12-22 | Controlling an electric brake of a utility vehicle which has a lithium battery management system |
EP17210457.2A Division-Into EP3342654B1 (en) | 2016-12-30 | 2017-12-22 | Controlling an electric brake of a utility vehicle which has a lithium battery management system |
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EP17210457.2A Active EP3342654B1 (en) | 2016-12-30 | 2017-12-22 | Controlling an electric brake of a utility vehicle which has a lithium battery management system |
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2017
- 2017-12-22 EP EP21172496.8A patent/EP3882091B1/en active Active
- 2017-12-22 EP EP17210457.2A patent/EP3342654B1/en active Active
- 2017-12-29 CN CN201711499228.XA patent/CN108263213B/en active Active
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JPS62123903A (en) * | 1985-11-22 | 1987-06-05 | Yamaha Motor Co Ltd | Releasing device for electric brake of electric automobile |
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US20070222283A1 (en) * | 2003-10-31 | 2007-09-27 | Robert Skinner | Brake monitoring system |
WO2009001086A2 (en) * | 2007-06-27 | 2008-12-31 | Modec Limited | Control system for a battery powered vehicle |
WO2013006949A1 (en) * | 2011-07-08 | 2013-01-17 | Consortium De Recherche Brp - Universite De Sherbrooke S.E.N.C. | Electric off-road wheeled vehicle |
US20150352967A1 (en) * | 2014-06-09 | 2015-12-10 | GM Global Technology Operations LLC | Method and aparatus for controller wakeup |
Also Published As
Publication number | Publication date |
---|---|
EP3342654A1 (en) | 2018-07-04 |
CN108263213B (en) | 2021-06-04 |
CN108263213A (en) | 2018-07-10 |
US20180186355A1 (en) | 2018-07-05 |
EP3882091B1 (en) | 2023-10-04 |
EP3342654B1 (en) | 2021-06-09 |
US10017169B1 (en) | 2018-07-10 |
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